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4 Sheets-Sheet 1. M. A. GATTORI. SERIES ELEGTRIG RAILWAY. NO. 514,303.Patented Feb. 6, 1894.

WITNESSES. I

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M. A. OATTORI. SERIES ELEGTRIU RAILWAY. No. 514,303. Patented Feb. 6,1894. 55 i L h IN YEN TOR:

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MQA.OATTORI.

SERIES ELECTRIC RAILWAY.

Patented Feb. 6, 1894.

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'(No Model.) 4 SheetsSheet 4.

M. A. OATTORI. SERIES ELECTRIC RAILWAY.

No. 514,303. 0/0 Patented Pebfs, 1894.

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UNITED STATES PATENT QFFIQIZ.

MICHEL ANGELO GATTORI, OF ROME, ITALY.

SERIES ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent N 0. 514,303, datedFebruary 6, 1894.

Application filed May 18, 1893. Serial No, 474,713- (No model.) Patentedin Italy January 2'7, 1893, No. 33,332,!t11d February 8, 1893,1T0.33,406.

To aZZ whom it may concern.-

Be it known that I, MICHEL ANGELO OAT- TORI, sea-captain, a subject ofthe King of Italy, and a resident of Piazza Oolonna, Palazzo Vedekind,Rome, Italy, have invented certain new and Improved Arrangements forSeries System Electrical Railways with Underground Conduits, (for whichI have obtained patents in Italy, No. 33,332, dated January 27, 1893,and No. 33,406, dated February 8, 1893,) of which the following is aspecification.

My present invention relates to certain new and improved arrangementsfor series system electrical railways with underground conduit, as willbe hereinafter fully set forth and illustrated in the annexed drawings,in which Figure 1 shows the arrangement of the conductor for a doubletrack line. Fig.2 represents the preferred arrangement of the conductorfor a single track line. Fig. 3 illustrates the improved arrangement forfeeding the current to the line. Figs. 4 to 3 inclusive are diagramsillustrating the operation of the improved feeding device. Figs. 9 to 12are further diagrammatic views of a line provided with the improvedfeedingdevice and means for mechanically operating the same. Figs. 13 to20 represent track crossings constructed according to my invention.Figs. 21 to 29 illustrate the application of my invention toturn-tables. Fig. 30 shows a depot arrangement embodying my invention;and Figs. 31 to 33 represent the arrangement of my improved switches asapplied to sidings.

\Vhen the line has a double track the arrangement must naturally bedesigned as shown in Fig. 1, but when the line has a single track then Ican avoid having any underground electrical shunt by arranging thesingle conductor of the current all round the figure resulting from theroad arrangement of the rails, as shown in Fig. 2.

In order to pass beyond the feeding points without inconvenience, Iarrange in the line two sets of feeding points or two feeding placesinstead of one, and at such a distance from each other as to includebetween them a certain number of sections, these two feeding placesbeing so arranged that the nearest one to the locomotive is shortoircuited, while the other one acts as a feeding place; and when thelocomotive has passed beyond the feeding points which were connected bya short circuit, this feeding place will be opened (by means of aspecial arrangement which avoids sparking) so as to enable it to act asa feeding place, while the other, which was open, will be shortcircnited. All the commutating movements resulting from the passage ofthe electrical locomotives on these two feeding places are combined intoa single commutating gear, as shown diagrammatically in Fig. 3. Figs. 4,5, 6, 7 and 8 represent the progressive circuits which are formed duringthe movement of the said commutator.

In Fig. 3 the commutator is shown diagrammatically, by two circularconcentric rings, the inner one of which is movable round the commoncenter a, and has a light frictional bearing against the innersurface ofthe other one, which is stationary. The two rings are divided intoseveral parts, a certain num ber of which correspond with the twofeeding points of each set of feeding points on the under groundconductor L, L. The inner ring has besides two special portions whichcorrespond to the and poles of the generating dy namo D. Those parts ofthe ring which are shaded represent insulating parts. The conductor L,L, is formed by the sections S, S S Sfljwith their respective circuitbreakers u, M, 21/ M The points 1, 2, and 3, 4, indicate the two sets offeeding points. The 10- comotive is represented by m, and its contactpieces by C, 0

Suppose the leverZ to be brought to the position indicated by the Romannumeral I. In this position of the lever, the commutator makes thecircuit shown in Fig. 4, which circuit permits the electrical locomotiveto pass freely between the two feeding places, the feeding points 3, 4,being short circuited while at the points 1 and 2 the current is beingfed to the line. The positions II, III, IV, and V,

correspond to the circuits shown in Figs. 5, 6, 7 and 8, whichrepresent, respectively, the progressive movements of the commutator.When the locomotive has passed beyond the feeding points 1 and 2,although the commutator is brought back to position I, the circuit ofThe commutator the line remains unaltered.

may evidently be moved by hand, by'means of the lever above referred to,but it may also be moved mechanically at the proper moment, by thelocomotive itself. This mechanical movement may be efiected in variousmanners, by means of suitable gears, which being operated by thelocomotive, duly transmit their movement to the commutator.

Figs. 9, 10, 11 and 12, diagrammatically show, for example, one form ofa reliable mechanism for operating the commutator by means of levers.Iufront and behind a'feeding place, and at a suitable distance, Iarrange two levers communicating with each other so that when either ofthem is operated they both move, being always converging to or divergentfrom each other. The movement of these levers is transmitted to thecommutator in such a manner that each of the converging or divergingpositions of the levers may correspond with a certain position of thefeeding points, and that exactly the feeding points in use between thelevers, when t hey are diverging, (see Figs. 9 and 12,) and out of themwhen they are converging (see Figs. 10 and 11). It is therefore evidentthat in the normal position of the line the levers are diverging, as inthis position, the active feeding points being between the levers. Thesemay then be approached from any direction, because any of the leversmovet'he commutator in such a way as to conveniently shift the feedingpointsin proper time, as may be clearly seen from Figs. 9,10, 11 and 12,showing the successive positions during the movement of the locomotivein both directions. The levers only converge when there is an electriclocomotive between them (see Figs. 10 and 11). It is, however, necessaryfor the distance between the lovers and the feeding points to be such asto enable the lever to be operated before the first sliding contactreaches the feeding points. This movement of the levers maybe efiectedeither by means of a special device or by means of the sliding contactsof the locomotives.

As far as the crossings of the track are concerned, the difficultyarises from the natural crossing of the two conductors of theelectricity, belonging one to each track. In order to avoid thisdifliculty, it is necessary to proceed as follows: The conductors shouldbe interrupted in the points where they cross, each piece being cut offat an equal distance from the crossing point, and their circuit beingcontinued through a cable which closes them in a short circuit, as showndiagrammatically in Fig. 13. In the crossing point, turning on a pivot,there is a piece of insulated conductor of suitable length for fittingand mechanically completing either of the two interrupted conductors. Onthe pivot supporting the said piece of revolving conductor or on anextension thereof, and at a suitable distance (see Fig. 14) a cylinderis fitted upon which a conducting segment S, is fixed, all the remainderof the cylinder being composed of insulating material. Thisconductingsegment is directly connected with the piece of movable conductor. Andin the two positions that it may assume, for completing either of theconductors, two contacts I and II correspond over the segment, and areelectrically connected with the section which contains the movablemechanical interruption.

Figs. 15 and 16 are diagrammatical views of the arrangements abovereferred to, which are based upon the following rules, namely theemployment of a piece of movable conductor which, fitting as requiredupon the conductor that feeds the locomotive, acts as a passage bridgefor the sliding contact pieces of the locomotive itself, and this pieceof movable conductor should afterward also be electrically connectedwith the remaining part of the section as long as it forms a part of thesection itself, this second purpose be ing accomplished by means of thesegment S, of the cylinder, and of the contacts I and II.

Should the two conductors form part of the same circuit, as may be thecase in a siding or a loop, it is evident that the only difficulty wouldthen be the mechanical one of the passage, which may be overcome withthe arrangement shown in Fig. 17, that is to say by closing at shortcircuit all the four extremes of the two conductors and joining thempermanently to the turning piece.

Figs. 18, 19, and 20 show how the automatical movement of the littlebridge can be attained, namely by following the same principle ofactuating it by levers as I have described for the operation of thefeeding points of the conductor (illustrated in Figs. 9, 10, 11 and 12).The piece of movable conductor is in its normal position when the leversare diverging and it then completes the conductor A, B, on which thelocomotives may pass freely, while Figs. 19 and 20 show the passageof alocomotive on the conductor (1, D.

In Fig. 19 the locomotive is on the point of approaching the crossing,and the movement of the lever is so arranged that when it moves, thepiece of movable conductor completes the conductor 0, D, while the otherlever, on the other side is moved to a convergent position.

Fig. 20 shows the locomotive as having entered between the two leversand on the point of passing beyond the small bridge, and when -it leavesthe portion of the line between the levers these will be moved to adiverging position, thus bringing the piece of movable conductor in itsnormal position.

As far as the sidings or similar arrangements for allowing the motorcars to proceed from one track to another are concerned it is evidentthat the installation and operation are very much simplified by makinguse of namely the continuation of the circuit of the line, may consistin the employment of a commutator fitted on their axis or in any othersuitable position.

The electrical arrangements, which will be hereinafter more fullydescribed, all being based upon the above mentioned principle, may bereduced to two, Z. a: first, circuit for the end turn-tables, second,circuit for the intermediate turn-tables, whether they be used forreplacing a simple switch or for connecting secondary lines.

Figs. 21, 22, 23, 24 and show turn-tables of the first kind abovementioned, either for double track lines or for single track lines withdouble conduit.

Fig. 26 shows turntables of the second kind used simply as a means forswitching a car from one track to another, and Figs. 27, 28, and 29,show turn-tables of the second kind for-connecting secondary lines, andmore especially for connecting turn-tables of the main line with thelocomotives depot.

Fig. 21 is a diagrammatical illustration of the circuit of theturntable. In this figure as well as in the others of the same sheet,the commutator is shown as having the same diameter as the turn-table,but it is evident that in practice its diameter should be convenientlyreduced, the commutator itself constituting a cylinder situated on theaxis of the turn-table. For the sake of clearness I will, however,continue to refer to the commutator as it is illustrated in the saidfigure. It is evident that the diameter of the turn-table must be suchas to include the extreme parts of the locomotive for making contact,and as this distance, in the series system, as applied to my invention,is greater than the length of any section, it therefore results that thetwo conductors arranged on the turn-table must each contain at least onecircuit breaker as may be seen from the drawings.

On the cylindrical body of the commutator I have arranged a metalliccasing divided into four equal parts, each separated from its contiguousone by a small piece of insulated material, each of the metallic partsbeing connected with one of the extremes of the two conductors of theturn-table, respectively, as shown in the drawings. It will be ob servedthat the ends of each turn-table conductor connect with commutatorsections that are insulated from each other, in order to avoid a shortcircuit through the said sections when the locomotive is on theturn-table. The extremes of the line end on the casing of thecommutator, by means of contacts adapted to engage different commutatoractions when the turn-table is in its normal position, and two othercontacts which engage with the commutator at points that are essentiallyin diametrical opposition to the points of contact of the line areclosed at short circuit, thus completing the circuit of the line, in thenormal positions of the turn-table. In Fig. 21 a locomotive has enteredthe turn-table, and the circuit is then indicated by the small arrows.The current from the extreme E, passes through part a of the casing, inorder to continue through the conductor at point 1 and then through themotors arriving at the other extreme 2, passing through part b, of thecasing and then through the contact Z to Z and from thence to theextreme 3 of the second conductor, arriving at the extremity E throughpart (Z of the casing. In Fig. 22 the turn-table has already completed apart of its rotation, and, as may be seen from the drawings, the circuitof the line is completed on the turn-table through parts 0 and d of thecasing and through the conductors 3 and 4. In Fig. 23 the turn-table hasreached its second normal position, and the locomotive may freely passfrom this track to the other, as shown in the drawings, the locomotivebeing again inserted in the circuit through E, c, 3, 4:, (Z, Z, Z a, Z,m, 2, b, and E As may be seen from these three figures the line is neverinterrupted; the movement of the turntable is always free, and thecircuits are formed automatically.

Fig. 24 serves to show the possibility of having, when advisable, onlyone normal position of the turn-table with the same electricalarrangement.

Fig. 25 shows a double track turn-table which in its normal position,like the one shown in Fig. 4, always forms a continuation of the tracks,and the advantage of the turntables illustrated in the said Figs. 24 and25 is, evidently, that of leaving the passage of the locomotives alwaysfree, whichever be the track from which they come, always maintainingthe same simplicity of circuit.

Fig. 26 shows a turn-table for transferring a car from a single track toa siding. The mechanical construction of its commutator is identicalwith that of the commutators of the above mentioned turn-tables, withthe only difference that the contacts Z, Z of the five figures abovereferred to are done away with, and the two parts of the casing Z2, andc are joined together by means of the conducting cable Z. The circuitduring the movement of the turn-table may be clearly seen from the saidfigure.

Fig. 27 shows a turn-table for connecting a secondary line with a doubletrack line, in its normal position. The contacts shown in the saidfigure within the periphery of the turn table will practically besituated on a cylinder, fitted on the axis of the turn-table itself. Thesecondary line may either be fed from a special generator or form a partof the main circuit. The extremities 1 and 2 of this line, in the normalposition of the turn-table, are short circuited by means of the circuitcloser I, and the current then flows in the direction indicated by thesmall arrows. The ends 3,

4, 5, and 6 of the main line are carried to the double circuit breaker Iand in the normal position of the turn-table this circuit breaker isopen, while the current, bymeans of the contacts 7, 8, 9 and 10 of thecommutator, passes through the conductors of the turntable.

Fig. 28 shows the turn-table turned in such away as to continue thesecondary tracks, and the locomotive may thus pass on this new line,whose circuit is carried on the turn-table by means of the contacts '7and 10. The circuit breaker I, is open; the ends 8 and 9 are shortcircuited by means of the conductorl and contacts 11 and 12. The circuitof the main line is completed by closing the double circuit breaker 1 asmay be seen from the said figure. Also the circuit breakers I and 1 may,when advisable, be fitted on the axis of the turn-table, so that theirmovements may be eflected automatically in proper time, during theoperation of the turn-table itself.

Fig. 29 shows the possibility of having, when convenient, a single trackturn-table with the same electrical arrangement. In this case both thesecondary and main tracks may b single with double conduits.

Fig. 30 represents the electrical arrangement of a locomotive depot,with two transfer trucks 0', C for carrying over the locomotives whichfrom the tracks L, L pass on to the tracks of the depot. These two linesL, L may be a continuation of the secondary track, like that shown inFig. 27, ending at the extremities 1 and 2 of the electricalarrangement, represented by this same figure. The secondary line, asalready stated with reference to theturn-table shown in the abovementioned Fig. 27, may either be fed from a special generator, or form apart of the main circuit. In all cases the generator is connected to thepoints and marked on the said figure. The arrangement of the conductorsof the electrical line of the depot is made upon the same principles asthe general arrangement, as far as the length of the sections isconcerned, and as already stated with reference to the turn-tables, thelength of the transfer truck must be greater than the distance betweenthe parts of the locomotive that are adapted to contact with theconductor.

The figures show that at the two extremes of each track (interrupted bythe arrangement of the transfer-truck) there is a double circuit breakerpflp 19 850., the purpose of which is to keep inserted the sectionswhich are connected to the first contact piece of the circuit breaker,and to exclude the said sections when the circuit breaker is in thesecond position. This being explained, the working and operation of thetransfer truck are quite clear, the said transfer truck being providedat each end with suitable contacts a, 1), a 19*, which, when thetransfer truck moves on its transversal track, not shown,

- successively complete the electrical line of the truck successivelybetween the interrupted conductors of each track.

The purpose of the double circuit breakers 10', 19 ,850., is obvious, asthey allow the inclusion or exclusion from the-circuit of the section ofline to which the circuit breaker belongs, without interfering with allthe remainder of the electric installation. When one or more sections ofthe line are out out, the circuit breaker-I or 1 corresponding totrolley C, or 0 must be closed while the transfer truck is beingshifted, so as'to avoid the interruption of the current in passingbefore the sections of line excluded from the circuit, and it must beopened at the moment in which the locomotive, carried on the transfertruck, is to be operated.

Figs. 31, 32 and 33 represent the three positions of two locomotiveswhich must respectively cross a double siding of a single line with onlyone conductor. This double siding requires two movable switches, each ofwhich must be capable of having the extremities 1 and'2 of the linemechanically connected with its extremities 3 and 5, and 4 and 6,respectively. The said points 1, 2, 3, 5, 4E, and 6 are electricallyconnected with the various parts of a commutator which, as clearly shownin Figs. 31, 32, and 33, .which illustrate three difierent positions ofthe said commutator, are so arranged that the current in the firstposition, Fig. 31, coming from the part of the line L arrives at thepoint 1, from where through the commutator it goes to 5, and thence to6, from where again through the commutator it returns to the extreme 3of the same track of the siding, continuing its circuit through 4 and 2in the part L while in the second position Fig. 32, in which the twolocomotives are on the siding the current coming from the part oftheline L, arrives at 1, and then through the commutator, passes to 2,and continues its circuit through the part L In this case the twolocomotives on the siding would be excluded from the circuit, but thefigure shows that the movement of the switches and of the commutator isnot yet accomplished, and in this intermediate position of the switchesthe siding itself, and consequently the locomotives are closed at shortcircuit; and in the last position (Fig. 33) the current coming from thepart of the line L arrives through the commutator, to the extreme 3 ofthe siding passing to the extreme 4, and from there returning throughthe said commutator to the extreme 5, and passing through 6 and 2, itcontinues its circuit through the part L In this position thelocomotives may go out of the siding each continuing its way.

Havingpow described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In an electric railway, a conductor consisting of fixed separated andinsulated conducting sections and movable conducting circuit breakerslocated in the gap between each two sections and adapted to be operatedby the locomotives to open or close the said gap, a machine forgenerating an electric current, tour conducting wires connected with theconductor in sets of two at two separate points thereof, the conductorbeing interrupted between the two wires of each set, and means forelectrically connecting the poles of the machine with either of the setsof conducting wires, substantially described.

2. In an electric railway, a conductor consisting of fixed separated andinsulated conducting sections and movable conducting circuit breakerslocated in the gap between each two sections and adapted to be operatedby the locomotives to open or close the said gap, a machine forgenerating an electric current, four conducting wires connected with theconductor in sets of two at two separate points thereof, the conductorbeing interrupted between the two wires of each set, and means forelectrically connecting the poles of the machine with either of the setsof conducting wires, said means being located near the points of contactbetween the conductor and the conducting wires and adapted to beantomatically operated by the locomotives, substantially as described.

3. In an electric railway, a conductor c011- sisting of fixed separatedand insulated cond ucting sections, and movable conducting circuitbreakers located in the gap between each two sections and adapted to beoperated by the locomotives to open or close the said gap, a machine forgenerating an electric current, four conducting wires connected with theconductor in sets of two at two separate points thereof, the conductorbeing interrupted between the two wires of each set, and connectedlevers located near the points of contact between the conductor and theconducting wires, and adapted to be conjointly and automaticallyoperated by the locomotives to change the electrical connections of thepoles of the machine with the sets of conducting wires, substantially asdescribed.

4. In an electric railway comprising a conductor of the kinddescribed,atrack crossing comprising a movable conducting piece locateda'tthe point of intersection of the tracks and adapted to be brought inline with the conductor of either track, electric connections betweenthe opposite sections of each conductor adjacent to the crossing point,and means for electrically connecting the movable conducting piece withthat conductor with which it is brought in line, substantially asdescribed.

5. In an electric railway comprising a conductor of the kind described,a track crossing comprising a movable conducting piece provided with aconducting segment and located at the point of intersection of thetracks and adapted to be brought in line with the conductor of eithertrack, electric connections between the opposite sections of eachconductor adjacent to the crossing point, and fixed contact piecesadapted to engage the segment of the movable conducting piece toelectrically connect the latter with that conductor with which it isbrought in line, sub:

stantially as described.

6. In an electric railway comprising a conductor constructed in separatesections as described, a turntable constructed to be permanentlyincluded in the circuit of the conductors of the tracks with which it isconnected, portions of conductors secured to the said turn-table tocorrespond with the ends of the conductors of each track, said portionscomprising at least two separate sections, and a commutator connectedwith the turn-table and adapted to electrically connect the portion ofthe conductor on the turn-table with the conductor on the track withwhich it is in line, each turn-table conductor having its respective endsections electrically connected to different commutator sections thatare in sulated from each other substantially as described.

7. In an electric railway comprising a conductor constructed in separatesections as described, a turn-table located at the end of two trackshaving a single conductor common to both, said turn-table beingconstructed to be permanently included in the circuit of the conductorsof the said tracks, two portions of conductors secured to the saidturn-table and comprising at least two separate sections, a commutatorconstructed to rotate with the turn-table, said commutator beingcomposed of four conducting quadrants insulated from each other, theportions of the conductors on the turn-table being electricallyconnected with adjacent quadrants, and fixed contact pieces adapted toengage diiterent quadrants to complete the circuit of the trackconductors, substantially as described.

8. In an electric railway comprising a conductor constructed in separatesections as described, a depot arrangement consisting of two series ofseparate side tracks, conductors of the kind described located along thesaid side tracks, a transfer truck adapted to travel on a transversetrack to bring a locomotive in line with any one of the side tracks, aportion of conductor secured on the transfer truck and comprising atleast two sections, the end sections being adapted to electricallyconnect with the conductors of the side tracks, two transverseconductors located along the said transverse track, each section of thetransverse conductors being electrically connected with the end sectionof one of the conductors located along the side tracks, and doublecircuit breakers located near the opposite end sections of theconductors of the side t 'acks and adapted to cut out from, or insertinto, the circuit any of the said conductors, substantially asdescribed.

9. In an electric railway comprising a conin contact, and to maintain apermanent electric connection between the section-s of the conductor ofthe main track which are adjacent to the siding, substantially asdescribed.

In testimony whereof Iaffix my signature in presence of two witnesses.

MICHEL ANGELO GATTORI.

Witnesses: V

AUGUSTUS O. BOURN, G. B. ZANARDO.

